Electric railway.



No. 766,335. PATENTED AUG. 2, 1904.

P. FARNSWORTH.

ELECTRIC RAILWAY.

11/ I/I/I/l/l/I/ 1171/1/11,

III/j i Witnesses: Inventor- No. 766,335. PATENTED AUG. 2, 1904. P. FARNSWORTH, ELECTRIC RAILWAY.

APPLICATION FILED FEB. 21, 1901.

N0 MODEL. 2 SHEETS-SHEET 2.

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UNITED STATES Patented August 2, 1904.

ATEN'T' FFicE.

PHILIP FARNSWORTH, OF SCI-IENEC'IADY. NElY YORK, ASSIlG-NOR TO GEN- ERAL ELECTRIC COMPANY, A CORPORATION OF NINV YORK.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 766,335, d d. gu 2, 1904.

Application filed February 21,1901. Serial No. 48,222. (No modelfi 10 all whom 7'? may concern:

Be it known that I, PHILIP FARXswoRTi-I, a citizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Electric Railways. of which the following is a specification.

This invention relates to improvements in that class of electric railways wherein the conductor supplying current to the car-motors is divided into sections normally disconnected from the feeder, but which are adapted to be connected thereto by electromagnetic switches as the car proceeds along the way.

The invention consists in employing electromagnetic means for positively opening the switches which connect the conductor-sections with the feeder, so that it is not possible for them to remain closed by residual magnetism or leakage-currents or any other agency or to become accidentally closed by any such agency.

This invention can be applied to various forms of this type of railway, but is especially useful in connection with the form illustrated herein, in which the conductor-sections are located in a single line instead of in two or more parallel lines, as has been customary. A great difliculty in railways of this singleline-conductor type has been to prevent leakage t'rom the end of one section to the adjoining end of another section. By this invention this ditticulty is completely obviated. The conductor-sections shown in the drawings are short rails; but it is well known that these may be replaced by long rails or by the common surface-contact stud or button.

Of the drawings, Figure l is a partiallydiagrannnatic illustration of one embodiment of the invention, and Fig. 2. is a similar illustration of another embodiment.

In each figure the return connections to the generator are indicated by the ordinary ground-symbol; but it is intended that any desired return may be provided for the circuit. In Fig. l the conductor-sections are represented by 1, 2, and 3 and are engaged by the collector-shoes L and If, carried by the car and adapted to bridge adjacent sections.

In the drawings all the parts above the conductor-sections are carried by the car, and all parts below them are located along the way in the road-bed or in any other desired place.

In the position shown the switch which connects the feeder F with the conductor-section 2, is closed, and current is llowingthrough the collector-shoe L and the controller C to and through the motors M on the car to the return. The switch has been closed by current which flowed from the conductor-section 1 through the collector-shoe L, through the collector-shoe L in shunt to the car-motors, through the short circuit around the re' sistance R and through the closing-coil Gr to the return. The section 1 is now disconnected from the feeder, as will presently be described. It should be noted that the section which supplies current to actuate the switch of another section is itself not disconnected from the feeder until the switch of such other section has been actuated. This is an important feature of the invention, because it provides against the danger of losing the feedercurrent, which would otherwise happen almostinvariably. It willbeobserved thatthe coils which open the switches are not energized until the collector is about to leave the section. The switch \V in closing actuates the mechanical connection I to move the auxiliary switch S to the right, thus connecting the opening-coil N in parallel with the closingcoil 6* between the conductor-section 2 and the return. This causes a rush of current through the opening-coil N,which preferably has greater ampere-turns than the coils (ur', (l and G", which causes the switch to open against the action of the coil Ur. The closing movement of the coil G also causes the auxiliary switch S to open the short circuit around the resistance R", so that the feeder- 9 switch is held closed with less current than that which passes through thecoil G to close it. It will be noted that preferably the opening-coil N is not connected in parallel with the closing-coil until the shunt-circuit around the resistance has been opened, whereby the switch \V opens more readily.

As the car proceeds to the left the collectorshoe L will quickly pass from the conductorsection 1 to the conductor-section 2, when the I00 flow of current through the closing-coil G will cease and the car-motors will be taking current through the collector-shoes L and L in parallel. However, the opening-coil N is still energized and will continue to'be until the collector-shoe L has passed to the left entirely off the conductor-section 2-that is to say, as long as there is any danger of leakage from the conductor-section 2 across to the conductor-section 1, whereby the feederswitch is prevented from being held closed by-leakage-current flowing through the closing-coil G. When the collector-shoe L engages the conductor-section 3, current will flow through the short circuit around the resistance R through the auxiliary switch S and the closing-coil G to the return to quickly close the feeder-switch-W. In its closing movement the switch W will actuate the mechanical connection I to open the short circuit around the resistance and connect the opening-coil N in parallelwith the closingcoil G between the conductor-section 3 and the return. Since the collector-shoe L is still in engagement with the conductor-sec tion 2, current will be flowing through the closing-coil G but the resistance R is in series with said coil, and the opening-coil N aided by this fact, by the weight of the switch, and by its own greater ampere-turns, will open the feeder-switch V even although the latter may tend to remain closed by residual magnetism. As before described, the

opening coil N will maintain this feederswitch VV open until both collector-shoes have passed entirely ofi from the conductorsection 3.

The arrangement shown is intended to be applied only to double-track railways, as it is adapted for normal operation for a track over which cars are run in only one direction. This system has been illustrated on account of its simplicity; but the invention presents features which may, if desired, be embodied with slight complications in a system in which the car will operate in both directions on the same track. In the system shownin order to move a car to the rear it will be necessary to pick up the feeder-switches at each conductor-section by means of'the auxiliary source of current carried by the car.

Details which form no part of this invention are also shown in the drawings and consist of the toggles T, T, and T actuated by the feeder-switches l/V, WW, and W respectively, to operate the secondary break-switches D, D and D The blow-out magnets B, B and B for these secondary breaks also are not part of this invention. On the upper righthand corners of the drawings is shown the auxiliary pick-up source, by means of which the feeder-switches V, W and are closed when from any reason the feeder-current has been lost. This apparatus consists of an airengine A, which drives a generator E. The

air-engine is supplied with compressed air through a pipeP, the supply being; controlled by a valve H. When the valve is opened, the switch-piece V, which is combined with the valve, automatically closes the generatorcircuit through a coil G, which closes a switch WV, which connects the generator through the resistance R with the collector-circuit. The resistance R is inserted to prevent the momentary rush of current, which flows as soon as the feeder-switches are closed from short-circuiting the generator. This also 'forms no part of the invention herein.

The illustrations are partially diagrammatic for the purpose of simplicity; but there are no new features of construction unknown at this date to engineers, and I contemplate that the invention may be readily utilized with standard apparatus, which will not require material alteration for this purpose. For example, the various magnets, although shown with considerable air-gap between the cores and armatures, will be designed with minimum air-gaps 'or preferably as solenoids to most advantageously subserve their functions.

It will be observed that the feeder-switches are not given merely a momentary impulse, thereby relying on momentum for closing, but that a flow of current is maintained through the closing-coils G, G and Gr as long as the switches remain closed, the said closing-coils serving not only to close the switches, but to hold them closed, and no ad- 'ditional coils are necessary for this purpose.

One of the advantages of having the opening-coils operate a rear switch instead of the. vswitch with which they are connected is not only that they open the switch of a section in the rear of a car, but they continue to hold that switch open even if there be a leak across from the adjacent forward conductor-section.

The preferable form of the invention, as shown in Fig. 2, will now be described. differs from the form shown in Fig. 1 in that the dead resistances R, R and R are dispensed with, the respective closing and opening coils being finally connected in series with each other, and thereby serving as mutual resistances. Furthermore, the auxiliary switches S, S and S are so arranged that any pair of coils consisting of a closing and an opening coil will be first connected in parallel and finally in series. Hence the openingcoil serves to replace the resistance shown in Fig. l in series with the closing-coil, and.

the closing-coil serves as a resistance in series with the opening-coil, so that after the With this explanation the opera- \Vith the car moving to the left, the collectorshoe If has just engaged the conductor-section 2 to energize the closing-coil G and close the feeder-switch V \Vhen the shoe If first engaged the section 2, the connections were, as shown in the apparatus, associated with conductor-section 1. closing movement by suitable means, such as the mechanical connection I moves the auxiliary switch S so that it bridges the two upper contacts and connects the closing-coil G in parallel with the opening-coil N between the conductor-section 2 and the return. A sudden rush of current flows through the openingcoil N, which causes the feederswitch \V to open with the aid of gravity against the action of the closing-coil G. As the feeder-switch V moves farther toward its closed position it moves the auxiliaryswitch S" entirely off the two upper contacts, thus cutting out the opening-coil N for an instant, but retaining the closing-coil G in circuit. As the feeder-switch IV moves to its final closing position it carries the auxiliary switch S to the position shown, and thus connects the coils G and N in series, whereby the coil N serves as a resistance to cut down the current flowing in the coil bi so that the feeder-switch is held closed with a small current, and the coil G serves as a resistance to the coil N, whereby the feeder-switch \V' is held open with a small current.

The auxiliary switch S is simpler than S and S and is adapted only to cut the coils G and N in series after the coil G has been energized. As the collector-shoe L leaves the conductor-section 2 and engages with the conductor-section 3 the current flows in shunt to the car-motors through the closing-coil (i to close the feeder-switch IV. This causes the auxiliary switch S to move to the. right to energize the opening-coil N which opens the feeder-switch with the aid of gravity, against the action of the coil The opening-coil N holds the feeder-switch IV open until the collector-shoe L passes to the left entirely off from the conductor-section 3, and hence if current leaks across to the conductorsection 2 it cannot open the feeder-switch 'hat I claim as new, and desire to secure by Letters Patent of the United States, is

1. In an electric railway, the combination with the feeder, of conductor-sections located along the way, electromagnetic means connected with said sections for progressively connecting the successive advance conductorsections with the feeder, electromagnetic means connected with said sections for progressively disconnecting rear sections from the feeder, and means actuated by said electro magnetic connecting means for preventing the simultaneous energization of both the connecting and disconnecting means of an advance and rear section respectively.

The switch in this Q. In an electric railway, the combination with the feeder, of conductor-sections located in alinement along the way, switches for connecting said sections with the feeder, coils located along the way and connected to the successive sections for progressively closing the successivemlvance switches,coilslocated along the way and connected to the successive sections, for progressively opening the successive rear switches, and auxiliary means operated by the closing-coils of advance switches for controlling the operation of the openingcoils of rear switches.

In an electric railway, the combination with the feeder, of conductor sections, switches for connecting the conductor-sections with the feeder, coils connected to the successive sections for progressively closing the respective advance switches, coils connected to the successive sections in shunt to the car-motors, for progressively opening the successive rear switches, and auxiliary switches actuated by the closing-coils of advance switches for controlling the circuits of the opening-coils of rear switches.

4. In an electric railway, the combination with the feeder, of conductor sections, switches for connecting the conductor-sections with the feeder, coils connected to the successive conductor-sections in shunt to the car-motors for progressively closing the successive advance switches, coils connected to the successive conductor-sections in shunt to the car-motors for progressively opening the successive rear switches, and means operated by the closing-coils of advance switches for preventing the simultaneous energization of the closing-coils of advance switches, and of the opening-coils of rear switches.

5. In an electric railway. the combination with the feeder, of a single line of conductorsections, switches which connect the feeder with said conductor-sections, closing-coils connected between the sections and the return for advance sections, opening-coils for rear sections which are connected between the advance sections and the return, and means for preventing the simultaneous energization of advance closing-coils and rear opening-coils.

6. In an electric railway, the combination with the feeder, of conductor sections, switches for connecting said sections with the feeder, coils for progressively closing the successive advance switches, opening-coils each of which is connected with the switch of one section to open the switch of a rear section, and auxiliary switches operatively connected with said switches for preventing the operation of the opening-coil of a rear section until the closing-coil of an advance section has been energized to close the switch of the advance section.

7. In an electric railway, the combination with the feeder, of conductor-sections, switches for connecting said sections with the feeder, coils which progressively close the successive advance switches, coils which progressively open the successive rear switches, and auxiliary switches operated by the coils which close the advance feeder-switches, to energize the coils which open the feeder-switches of sections to the rear.

8. In an electric railway, the combination with the feeder, of conductor-sections, feederswitches for connecting the' feeder with said sections, closing-coils which progressively close the successive advance feeder-switches, auxiliary switches controlled by said coils, and opening-coils which are energized by said auxiliary switches to open the feeder-switches which connect the feeder with conductor-sections located in the rear of the sections which are connected with the feeder by the switches closed by the closing-coils.

9. In an electric railway, the combination with the feeder, of conductor-sections,switches which connect the feeder with said sections, closing-coils which progressively close the successive feeder-switches, auxiliary switches controlled by said closing-coils, and openingcoils which are cut in series with said coils by said auxiliary switches to serve as resistances to the closing-coils, and which open the switches which connect the feeder with conductor-sections to the rear of the sections which are connected to the feeder by the switches closed by the closing-coils.

10. In an electric railway, the combination with the feeder, of conductor-sections, feederswitches which connect the feeder with said sections, closing-coils which progressively close the successive feeder-switches, auxiliary switches controlled by said closing-coils, and opening-coils which are first cut in parallel with said closing-coils by said auxiliary switches, to decrease the current flowing through the closing-coils and cause a large current to flow through the opening-coils to by they serve as resistances to each other to hold their respective feeder-switches closed and open by a small current.

11. In an electric railway, the combination with the feeder, of conductor-sections, feederswitches which connect the feeder with said sections, a closing-coil connected to each section to close the switch for that section, an auxiliary switch controlled by said closingcoil, an opening-coil for the switch of the next rear section, said closing-coil being energized to close the feeder-switch of its section and actuate said auxiliary switch, and said opening-coil being energized by said auxiliary switch to open the switch of the next rear section.

12. In an electric railway, the combination with the feeder, of conductor-sections, feederswitcheswhich connect the feeder with said sections, a closing-coilconnected toeach secof said next rear section, said closing-coil be' ing then cut in series with the opening-coil, whereby they serve as resistances to each other, to hold theirrespective switches open and closed by a small current, and whereby the closing-coil can be overcome by the next forward opening-coil when the latter is cut in parallel with the next forward closing-coil.

13. In an electric railway, the combination with the feeder, of conductor-sections arranged in a single line, switches for connecting the feeder with said section, electromagnetic means for progressively closing the successive switches, and electromagnetic means for opening the switch of a conductor-section in the rear of a conductor-section which has had its switch closed, and for holding said switch open until the car-collector has passed from the latter section.

14:. In an electric railway, the combination with the feeder, of conductor-sections, feederswitches which connect the feeder with said sections, a closing-c0il connected to each section to close the switch for that section, an auxiliary switch controlled by said closingcoil, an opening-coil for the switch of the next rear section, said closing-coil being energized to close the feeder-switch of its section and actuate said auxiliary switch, and said openingcoil being connected in series with said closing-coil by said auxiliary switch, to open the switch of the next rear section and cut down the current flowing through the closing-coil.

15. In an electric railway, the combination with the feeder, of conductor-sections, switches which are normally held open by gravity, for

PHILIP FARNSWORTH.

Witnesses:

BENJAMIN B. HULL, MARGARET E. WooLLEY. 

